Nottingham station known as Nottingham City and for rather longer as Nottingham Midland, is a railway station and tram stop in the city of Nottingham. It is the principal railway station of the city of the Greater Nottingham area, it is a nodal point on the city's tram system, with a tram stop, called Station Street but is now known as Nottingham Station. The station was first built by the Midland Railway in 1848, rebuilt by them in 1904, with much of the current building dating from that date, it is now managed by East Midlands Trains. Besides trains of that company, it is served by CrossCountry and Northern trains, by Nottingham Express Transit trams; the station was one of several. Amongst these were the city centre stations of Nottingham Victoria, on the Great Central Railway, Nottingham London Road, on the Great Northern Railway, which are both now closed. A number of more minor stations served locations outside the city centre, but the only such station to remain open within the city boundaries is Bulwell.
On 12 January 2018, the newly renovated buildings were badly damaged by fire. Nottingham's first station was Carrington Street station, which opened in May 1839, when the Midland Counties Railway opened the line from Nottingham to Derby; this terminus station was situated on the opposite side of Carrington Street to the current station, on a site now occupied by Nottingham Magistrates' Court. The original station gate posts still exist and form the pedestrian entrance to the Magistrates' Courts area. In 1844 the Midland Counties Railway merged with two others into the Midland Railway. By 1848, the new company had outgrown Carrington Street station and new lines to Lincoln had been opened. A new through station was opened on the current station site on 22 May 1848, replacing the Carrington Street station; the station was designed by the architect J E Hall of Nottingham, had its entrance on Station Street. In 1869 the Midland Railway purchased the West Croft Canal arm, filling it and building additional parallel tracks to south.
In the 1880s Nottingham station employed 170 men. Although attractive when it first opened, by the early 1900s the station was cramped, with only three platforms. On 18 September 1896 a light engine, running tender first, was passing through the station when it came into collision with six empty fish trucks. One of the trucks was thrown off the rails against a cast-iron column supporting the inner ends of the principals of the station roof, when the column broke, a portion of the roof, about 94 feet by 56.5 feet fell onto the platforms and track. Six people on the platform were injured; when the Great Central Railway opened its Victoria Station in 1900, the Midland Railway appointed Albert Edward Lambert, a local Nottingham architect, to rebuild the Midland station. Lambert had been the architect for the Nottingham Victoria railway station and the two buildings shared many similarities in their design; the station was re-built on the same site as the Station Street station, but the entrance was relocated onto Carrington Street.
The first contract for the station buildings was awarded to Edward Wood and Sons of Derby on 23 January 1903, who were awarded the contract for the buildings on platforms 1 and 2 on 16 September 1903. The contract for the buildings on platforms 4 and 5 was awarded to Kirk, Knight & Co of Sleaford on 18 June 1903, who were responsible for building the parcels office on Station Street, which opened in November 1903; the structural steelwork and cast-ironwork was done by Handyside & Co. and the Phoenix Foundry, both of Derby. The station was built in an Edwardian Baroque Revival style at a cost of £1 million, was described by the Nottingham Evening News on the eve of its opening as a magnificent new block of buildings; the building used a mix of red brick and faience with slate and glazed pitch roofs over the principal buildings. The carriage entrances have Art Nouveau wrought-iron gates; the station's forebuildings were opened to passengers without any formal ceremony on 17 January 1904, although next day the Evening News reported that the platforms were still in a state of chaos and these were not expected to be ready for another nine months.
However it did consider that ‘the result promises to be the provision for Nottingham of one of the most commodious and most convenient passenger stations in the country’. The day began with the closure of the booking offices in the old station after the last tickets were issued for the 5:25 am London train and the new booking offices were opened in time to issue tickets for the 6:25 am Erewash Valley train. No attempt was made to exclude the public from the building and many took the opportunity to view the new station buildings; the Evening News commented on the public's admiration of the style and elegance of the station approaches and booking hall and went on to describe the day's events. The station became the property of the London and Scottish Railway under the railway grouping of 1923. On Sunday 2 July 1939 the station was targeted by the Irish Republican Army in an attack on eight stations in the Midlands under their S-Plan, the others being Leicester, Birmingham, Coventry, Leamington Spa and Stafford.
A bomb was exploded at 06.30 am. The glass roof of the cloak room and inquiry office was blown away, it was nationalised in 1948 by the Transport Act 1947. Following the privatisation of the railways in the 1990s, it was transferred to the ownership of Railtrack and subsequently Network Rai
Leicestershire is a landlocked county in the English Midlands. The county borders Nottinghamshire to the north, Lincolnshire to the north-east, Rutland to the east, Northamptonshire to the south-east, Warwickshire to the south-west, Staffordshire to the west, Derbyshire to the north-west; the border with most of Warwickshire is Watling Street. Leicestershire takes its name from the city of Leicester located at its centre and administered separately from the rest of the county; the ceremonial county has a total population of just over 1 million, more than half of which lives in'Greater Leicester'. Leicestershire was recorded in the Domesday Book in four wapentakes: Guthlaxton, Framland and Gartree; these became hundreds, with the division of Goscote into West Goscote and East Goscote, the addition of Sparkenhoe hundred. In 1087, the first recorded use of the name was as Laegrecastrescir. Leicestershire's external boundaries have changed little since the Domesday Survey; the Measham-Donisthorpe exclave of Derbyshire has been exchanged for the Netherseal area, the urban expansion of Market Harborough has caused Little Bowden in Northamptonshire to be annexed.
In 1974, the Local Government Act 1972 abolished the county borough status of Leicester city and the county status of neighbouring Rutland, converting both to administrative districts of Leicestershire. These actions were reversed on 1 April 1997, when Rutland and the City of Leicester became unitary authorities. Rutland became a distinct Ceremonial County once again, although it continues to be policed by Leicestershire Constabulary; the symbol of the county council, Leicestershire County Cricket Club and Leicester City FC, is the fox. Leicestershire is considered to be the birthplace of fox hunting. Hugo Meynell, who lived in Quorn, is known as the father of fox hunting. Melton Mowbray and Market Harborough have associations with fox hunting, as has neighbouring Rutland. Leicestershire and Herefordshire are the only three English counties lacking a registered flag. A design was proposed for Leicestershire in 2017 based on symbols associated with the county – a fox and a cinquefoil; the River Soar together with its tributaries and canalisations constitutes the principal river basin of the county, although the River Avon and River Welland through Harborough and along the county's southern boundaries are significant.
The Soar rises between Hinckley and Lutterworth, towards the south of the county near the Warwickshire border, flows northwards, bisecting the county along its north/south axis, through'Greater' Leicester and to the east of Loughborough where its course within the county comes to an end. It continues north marking the boundary with Nottinghamshire for some 10 kilometres before joining the River Trent at the point where Derbyshire and Nottinghamshire meet; the geographical centre of England is in Leicestershire, near Fenny Drayton in the southwest of the county. In 2013, the Ordnance Survey calculated. A large part of the north-west of the county, around Coalville, forms part of the new National Forest area extending into Derbyshire and Staffordshire; the highest point of the county is Bardon Hill at 278 metres, a Marilyn. 150–200 metres and above in nearby Charnwood Forest and to the east of the county around Launde Abbey. The lowest point, at an altitude of about 20 metres, is located at the county's northernmost tip close to Bottesford where the River Devon flowing through the Vale of Belvoir leaves Leicestershire and enters Nottinghamshire.
This results in an altitude differential of around 257.5 metres and a mean altitude of 148.75 metres. The population of Leicestershire is 609,578 people; the county covers an area of 2,084 km2. Its largest population centre is the city of Leicester, followed by the town of Loughborough. Other large towns include Ashby-de-la-Zouch, Hinckley, Market Harborough, Melton Mowbray, Oadby and Lutterworth; some of the larger of villages are:Burbage Birstall, Broughton Astley, Castle Donington, Kibworth Beauchamp, Great Glen, Ibstock and Kegworth. One of the most expanding villages is Anstey, which has seen a large number of development schemes; the United Kingdom Census 2001 showed a total resident population for Leicester of 279,921, a 0.5% decrease from the 1991 census. 62,000 were aged under 16, 199,000 were aged 16–74, 19,000 aged 75 and over. 76.9% of Leicester's population claim they have been born in the UK, according to the 2001 UK Census. Mid-year estimates for 2006 indicate that the population of the City of Leicester stood at 289,700 making Leicester the most populous city in East Midlands.
The population density is 3,814/km2 and for every 100 females, there were 92.9 males. Of those aged 16–74 in Leicester, 38.5% had no academic qualifications higher than 28.9% in all of England. 23.0% of Leicester's residents were born outside of the United Kingdom, more than double than the English average of 9.2%. Engineering has long been an important part of the economy of Leicestershire. John Taylor Bellfounders co
Railway electrification system
A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electric railways use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. Electricity is generated in large and efficient generating stations, transmitted to the railway network and distributed to the trains; some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway provides its own distribution lines and transformers. Power is supplied to moving trains with a continuous conductor running along the track that takes one of two forms: overhead line, suspended from poles or towers along the track or from structure or tunnel ceilings. Both overhead wire and third-rail systems use the running rails as the return conductor but some systems use a separate fourth rail for this purpose. In comparison to the principal alternative, the diesel engine, electric railways offer better energy efficiency, lower emissions and lower operating costs.
Electric locomotives are usually quieter, more powerful, more responsive and reliable than diesels. They have an important advantage in tunnels and urban areas; some electric traction systems provide regenerative braking that turns the train's kinetic energy back into electricity and returns it to the supply system to be used by other trains or the general utility grid. While diesel locomotives burn petroleum, electricity can be generated from diverse sources including renewable energy. Disadvantages of electric traction include high capital costs that may be uneconomic on trafficked routes. Different regions may use different supply voltages and frequencies, complicating through service and requiring greater complexity of locomotive power; the limited clearances available under overhead lines may preclude efficient double-stack container service. Railway electrification has increased in the past decades, as of 2012, electrified tracks account for nearly one third of total tracks globally. Electrification systems are classified by three main parameters: Voltage Current Direct current Alternating current Frequency Contact system Third rail Fourth rail Overhead lines Overhead lines plus linear motor Four rail system Five rail systemSelection of an electrification system is based on economics of energy supply and capital cost compared to the revenue obtained for freight and passenger traffic.
Different systems are used for intercity areas. Six of the most used voltages have been selected for European and international standardisation; some of these are independent of the contact system used, so that, for example, 750 V DC may be used with either third rail or overhead lines. There are many other voltage systems used for railway electrification systems around the world, the list of railway electrification systems covers both standard voltage and non-standard voltage systems; the permissible range of voltages allowed for the standardised voltages is as stated in standards BS EN 50163 and IEC 60850. These take into account the number of trains drawing their distance from the substation. Increasing availability of high-voltage semiconductors may allow the use of higher and more efficient DC voltages that heretofore have only been practical with AC. 1,500 V DC is used in Japan, Hong Kong, Republic of Ireland, France, New Zealand, the United States. In Slovakia, there are two narrow-gauge lines in the High Tatras.
In the Netherlands it is used on the main system, alongside 25 kV on the HSL-Zuid and Betuwelijn, 3000 V south of Maastricht. In Portugal, it is used in Denmark on the suburban S-train system. In the United Kingdom, 1,500 V DC was used in 1954 for the Woodhead trans-Pennine route; the system was used for suburban electrification in East London and Manchester, now converted to 25 kV AC. It is now only used for the Wear Metro. In India, 1,500 V DC was the first electrification system launched in 1925 in Mumbai area. Between 2012-2016, the electrification was converted to 25 kV 50 Hz AC, the countrywide system. 3 kV DC is used in Belgium, Spain, the northern Czech Republic, Slovenia, South Africa, former Soviet Union countries and the Netherlands. It was used by the Milwaukee Road from Harlowton, Montana to Seattle-Tacoma, across the Continental Divide and including extensive branch and loop lines in Montana, by the Delaware, Lackawanna & Western Railroad in the United States, the Kolkata suburban railway in India, before it was converted to 25 kV 50 Hz AC. DC volt
Nottinghamshire is a county in the East Midlands region of England, bordering South Yorkshire to the north-west, Lincolnshire to the east, Leicestershire to the south, Derbyshire to the west. The traditional county town is Nottingham, though the county council is based in West Bridgford in the borough of Rushcliffe, at a site facing Nottingham over the River Trent; the districts of Nottinghamshire are Ashfield, Broxtowe, Mansfield and Sherwood, Rushcliffe. The City of Nottingham was administratively part of Nottinghamshire between 1974 and 1988, but is now a unitary authority, remaining part of Nottinghamshire for ceremonial purposes. In 2017, the county was estimated to have a population of 785,800. Over half of the population of the county live in the Greater Nottingham conurbation; the conurbation has a population of about 650,000, though less than half live within the city boundaries. Nottinghamshire lies on the Roman Fosse Way, there are Roman settlements in the county; the county was settled by Angles around the 5th century, became part of the Kingdom, Earldom, of Mercia.
However, there is evidence of Saxon settlement at the Broxtowe Estate, near Nottingham, Tuxford, east of Sherwood Forest. The name first occurs in 1016, but until 1568, the county was administratively united with Derbyshire, under a single Sheriff. In Norman times, the county developed woollen industries. During the industrial revolution, the county held much needed minerals such as coal and iron ore, had constructed some of the first experimental waggonways in the world. In the 18th and 19th centuries, mechanised deeper collieries opened, mining became an important economic sector, though these declined after the 1984–85 miners' strike; until 1610, Nottinghamshire was divided into eight Wapentakes. Sometime between 1610 and 1719, they were reduced to six – Newark, Thurgarton, Rushcliffe and Bingham, some of these names still being used for the modern districts. Oswaldbeck was absorbed in Bassetlaw, of which it forms the North Clay division, Lythe in Thurgarton. Nottinghamshire is famous for its involvement with the legend of Robin Hood.
This is the reason for the numbers of tourists who visit places like Sherwood Forest, City of Nottingham, the surrounding villages in Sherwood Forest. To reinforce the Robin Hood connection, the University of Nottingham in 2010 has begun the Nottingham Caves Survey, with the goal "to increase the tourist potential of these sites"; the project "will use a 3D laser scanner to produce a three dimensional record of more than 450 sandstone caves around Nottingham". Nottinghamshire was mapped first by Christopher Saxton in 1576; the map was the earliest printed map at a sufficiently useful scale to provide basic information on village layout, the existence of landscape features such as roads, tollbars and mills. Nottinghamshire, like Derbyshire, South Yorkshire, sits on extensive coal measures, up to 900 metres thick, occurring in the north of the county. There is an oilfield near Eakring; these are overlaid by sandstones and limestones in the west, clay in the east. The north of the county is part of the Humberhead Levels lacustrine plain.
The centre and south west of the county, around Sherwood Forest, features undulating hills with ancient oak woodland. Principal rivers are the Trent, Idle and Soar; the Trent, fed by the Soar and Idle, composed of many streams from Sherwood Forest, run through wide and flat valleys, merging at Misterton. A point just north of Newtonwood Lane, on the boundary with Derbyshire is the highest point in Nottinghamshire; the lowest is Peat Carr, east of Blaxton, at sea level. Nottinghamshire is sheltered by the Pennines to the west, so receives low rainfall at 641 to 740 millimetres annually; the average temperature of the county is 8.8–10.1 degrees Celsius. The county receives between 1470 hours of sunshine per year. Nottinghamshire contains one green belt area, first drawn up from the 1950s. Encircling the Nottingham conurbation, it stretches for several miles into the surrounding districts, extends into Derbyshire. Nottinghamshire is represented by eleven members of parliament. Kenneth Clarke of Rushcliffe is a former Conservative Chancellor of the Exchequer and Lord High Chancellor.
Following the 2017 County Council elections, the County Council is controlled by a coalition of Conservatives and Mansfield Independent Forum, having taken control from the Labour administration. The seats held are 31 Conservatives, 23 Labour, 11 Independents, 1 Liberal Democrat. In the previous 2013 election, the County Council was Labour controlled, a gain from the Conservatives. Local government is devolved to seven local district councils. Ashfield, Bassetlaw and Mansfield
The Peterborough–Lincoln line is a railway line linking Peterborough and Lincoln Central, via Sleaford and Spalding. The section between Peterborough and Spalding closed to passengers on 5 October 1970 and re-opened on 7 June 1971. North of Spalding, Ruskington re-opened on 5 May 1975. Metheringham followed on 6 October 1975. Intermediate stations south of Sleaford did not re-open. There has been agitation by local communities to re-open Littleworth on a park-and-ride basis for Peterborough. In 2016 this was costed at £ 4.3 million as it would need a car parking availability. The towns and villages served by the route are listed below; as a result the route is now open 24 hours per day. The line is not electrified; the line is controlled by Lincoln signalling centre from Werrington Junction to Lincoln, worked under track circuit block regulations. However, Sleaford East box remains for now: resignalling is due around 2019/2020, when the whole area will switch to York rail operating centre along with Lincoln signalling centre.
Werrington Junction to Spalding: 70mph 75mph Spalding: 50mph Spalding to Sleaford South Junction: 75mph Sleaford avoiding lines: 55mph Sleaford to Lincoln: 75mph One person died and 30 people were injured in the Nocton rail accident when a train hit a vehicle on the tracks at the site of a removed bridge, on 28 February 2002. On 6 December 2004 two people died in a collision between a car and a class 153 DMU on a user operated crossing south east of Helpringham. A new grade separated junction at Werrington is being built from September 2018 to allow freight and passenger services to cross the East Coast Main Line, it is expected to be open in 2021
British Rail Class 153
The British Rail Class 153 Super Sprinters are single-coach railcars converted from two-coach Class 155 diesel multiple units. The class was intended for service on rural and branch lines where passenger numbers do not justify longer trains. In 1987/88, British Rail took delivery of 35 two-coach Class 155 units built by Leyland Bus at its Workington factory. To replace older Regional Railways DMUs. Shortly after, the West Yorkshire Passenger Transport Executive took delivery of seven two-coach units for use in Yorkshire. After the Class 155s entered service, it became an emerging requirement for ageing rural and branch line trains to be replaced. In the early 1990s, British Rail decided to convert the Regional Railways Class 155 fleet into single-coach multiple units and to replace its fleet of Class 121 and 122 diesel railcars. In 1990, British Rail awarded a contract to Hunslet-Barclay with the work completed in 1991/92. A total of 70 single-coach Class 153 multiple units were created which were numbered in the range 153301-335 and 153351-385.
Individual coaches are numbered 52301-335 and 57351-385. The seven WYPTE Class 155s were not remained as two-coach Class 155 multiple units; the layout of the original non-cab ends was different from the original cab end, so the ends are noticeably distinct, the vehicles are not symmetrical. Their maximum speed is 75 mph and they are suited for working less busy local services such as the West Midlands Trains service from Coventry to Nuneaton and the Heart of Wales Line, they are fitted with standard BSI auto-couplers and are therefore able to work in tandem with other multiple units fitted with the same coupler, including classes 142, 143, 144, 150, 156, 158, 170 and 172. The new, small cab is smaller than the original Leyland cab and encroaches on the door vestibule area, providing cramped conditions for drivers and guards. Similar to other Sprinter family units, such as Classes 150/2, 156, 158 and 159, these units have gangway door connections at either end that allow passengers and staff to walk between units working in multiple.
These units have the benefit of passenger door control panels at either end of the cars. Pre-privatisation, Regional Railways operated Class 153s on many branch lines throughout the Midlands and Northern England, they were allocated to Heaton, Cardiff Canton, Plymouth Laira, Crown Point and Tyseley. Due to their multiple working ability, Class 153s were seen with other classes of sprinter units such as Class 156s and Class 150s. Class 153s were found working services from. Upon privatisation of British Rail, the Class 153 fleet was divided amongst several operators. Transport for Wales has a fleet of 13 Class 153s, they are used on rural branch lines – such as the Heart of Wales Line from Shrewsbury to Swansea and on local stopping services from Crewe to Shrewsbury via Nantwich – but are used on some mainline services. One is used daily on the short Cardiff Queen Street to Cardiff Bay shuttle. Following a timetable change in December 2007, then-operator Arriva Trains Wales had lost 3 of its then-11 Class 153 units, leaving them with 8.
Two were transferred to East Midlands Trains with the other going to Great Western Railway. In October 2018, Arriva Trains Wales' 8 end-of-franchise 153s transferred to Transport for Wales, who acquired Great Western Railway's last 5 in April 2019, bringing TfW's total number of 153s up to 13. West Midlands Trains use ten Class 153 DMUs on commuter lines in the West Midlands including the Coventry to Nuneaton Line and the Marston Vale Line between Bedford and Bletchley. All ten were inherited from Central Trains in their livery. All were repainted into London Midland city lines livery upon refurbishment at Eastleigh Works; the Class 153s that were used on the Stourbridge Town Branch Line have been replaced by new built lightweight Class 139 railcars. This was due to take place in December 2008, but the delivery of the new units was delayed, after several months of bustitution London Midland reintroduced diesel services from 15 March pending the completion of Class 139 testing; the Class 139 received passenger certification from Network Rail in March 2009 and the service began three months later.
East Midlands Trains inherited many examples of Class 153 units, receiving six from Central Trains, three from National Express East Anglia and four from storage at Eastleigh Works. In December 2007, East Midlands Trains received two more Class 153 units from Arriva Trains Wales and two more trains from Northern Rail. All of the East Midlands Trains Class 153 units have been repainted into the local lines livery of the company. In July 2010, the first unit 153319 entered Neville Hill depot in Leeds for a C6 refresh programme; the work included internal refresh and a cab refurbishment programme. East Midlands Trains' fleet of Class 153s are used on rural routes: Nottingham to Worksop Nottingham to Matlock via Derby Nottingham to Skegness Leicester to Lincoln Central Peterborough to Lincoln Central and Doncaster Newark North Gate to Grimsby Town Derby to Crewe via Stoke-on-Trent Summer only: Nottingham to Cleethorpesvia Newark North Gate, Lincoln Central & Grimsby Town Great
East Coast Main Line
The East Coast Main Line is a 393-mile long major railway between London and Edinburgh via Peterborough, York, Darlington and Newcastle. The route is a key transport artery on the eastern side of Great Britain and broadly paralleled by the A1 road; the line's origins were built during the 1840s by three railway companies, the North British Railway, the North Eastern Railway, the Great Northern Railway. In 1923, the enactment of the Railway Act of 1921 led to their amalgamation to form the London and North Eastern Railway; the line was the primary route of the LNER, who competed against the London and Scottish Railway for long-distance passenger traffic between London and Scotland. The LNER's chief engineer Sir Nigel Gresley designed iconic Pacific locomotives, including the steam locomotives "Flying Scotsman" and "Mallard" which achieved a world record speed for a steam locomotive, 126 miles per hour on the Grantham-to-Peterborough section. On 1 January 1948, the railways were nationalised by the government, operated by British Railways.
During the early 1960s, steam locomotion was replaced by Diesel-electric traction, including the Deltics and sections of the line were upgraded so trains could run at speeds of up to 100 miles per hour. With the demand for higher speed, British Rail introduced InterCity 125 High Speed trains between 1976 and 1981. In 1973, the prototype of the HST, the Class 41, achieved a top speed of 143 mph in a test run on the line. During the 1980s, the line was electrified and InterCity 225 trains were introduced; the line links London, South East England and East Anglia, with Yorkshire, the North East Regions and Scotland and is important to the economy of several areas of England and Scotland. It carries key commuter flows for the north side of London and handles cross-country and local passenger services, carries freight traffic. Services north of Edinburgh to Inverness use diesel trains. In 1997, operations were privatised; the current operator is London North Eastern Railway, bringing the LNER name back into use, which took over from Virgin Trains East Coast in June 2018.
The ECML is part of Network Rail's Strategic Route G which comprises six separate lines: The main line between London King's Cross and Edinburgh Waverley stations, via Stevenage, Grantham, Newark North Gate, Doncaster, Northallerton, Durham, Morpeth, Berwick-upon-Tweed and Dunbar. The line crosses the Anglo-Scottish border at Marshall Meadows Bay; the branch line to North Berwick The Dunbar loopThe core route is the main line between King's Cross and Edinburgh, the Hertford Loop is used for local and freight services and the Northern City Line provides an inner suburban service to the city. The route has ELRs ECM1 - ECM9; the ECML was constructed by three railway companies. During the 1830s and 1840s, each company built part of the line to serve their own areas, but intended linking together to form the through route that became the East Coast Main Line. From north to south, these companies were: the North British Railway, from Edinburgh to Berwick-upon-Tweed, completed in 1846; the North Eastern Railway from Berwick-upon-Tweed to Shaftholme.
The Great Northern Railway from Shaftholme to King's Cross, completed in 1850. The GNR established an end-on connection at Askern, described by the GNR's chairman as being "a ploughed field four miles north of Doncaster". Askern was connected to the Lancashire and Yorkshire Railway, a short section of which linked with the NER at Knottingley. In 1871, the line was shortened when the NER opened a direct line from an end-on junction with the GNR at Shaftholme just south of Askern to Selby and direct to York. Recognising that through journeys were an important and lucrative element of their businesses, the companies built special rolling stock for through traffic, services were operated under the name of "East Coast Joint Stock"; this continued from 1860 until 1922. In 1923 the Railway Act of 1921 required the companies to form North Eastern Railway. Throughout its existence, the LNER was the second largest railway company in Britain, with lines to the north and east of London. On 1 January 1948, after the Transport Act of 1947 was implemented by Clement Attlee's Labour Government, the LNER was nationalised with the other companies to form British Railways.
British Railways managed the ECML as its Eastern Region division up to discorporation during the early 1980s. Alterations to short sections of the ECML's route have taken place, including the King Edward VII Bridge in Newcastle upon Tyne in 1906 and the Selby Diversion, built to bypass mining subsidence from the Selby coalfield and a bottleneck at Selby station. During 1983, the Selby Diversion opened: it diverged from the ECML at Temple Hirst Junction, north of Doncaster, joined the Leeds to York Line at Colton Junction, south west of York; the old line between Selby and York is used as a cycleway. Mining subsidence affecting 200 metres of track 17 km to the east of Edinburgh, near Wallyford, led to a temporary realignment while the ground was stabilised; the tracks and overhead electrification equipment were re-routed. Stabilisation was completed in 2000 and the track returned to its original alignment. In 2001 severe subsidence occurred at Dolphingstone and about 2km of track was relocated avoiding a permanent speed restriction.
This was completed in 2002. The line was worked for many years